Carburetor



J1me 1930- F. H. HEITGER 1,766,710

CARBURETOR Filed Jan. 4, 1922 3 Sheets-Sheet l June 24,1930. F. H. HEITGEIIQQ 1,766,710

CARBURET OR Filed Jan. 4, 1922 3 Sheets-Sheet 2 w fm 5,

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' CARBURETOR Filed Jan. 4, 1922 I 3 Sheets-Sheet 3 gmlwbo z Quorum,

Patented June 24, 1939 UNITED STATES Parser eerie];

FRANK H. HEITGER, OF FLINT, MICHEGAN, ASSIGNOR OF ONE-HALE TO JACQB RICH- .ARD FRANCIS, OF FLINT, MICHIGAN CARBUR-ETOR Application filed January 4, 1522. Serial No. 526,925.

My invention relates to improvements in carburetors.

My object is to provide means to supply a combustible mixture for the slowest or idl'ng speeds of a motor, and at low speeds somewhat above the lowest speed, and before the principle fuel teed becomes operative to sup ply fuel for a combustible mixture, supplyin the fuel for this aforesaid idle and lowest speeds between the throttle valve of the carburetor and motor, and in a manner'to give a smooth eiiicient action of the motor.

Another object is to bleed air or feed air to the main iuel passage, (which primarily causes an emulsion in this fuel passage), to

vary this air feed or air bleed at diiterent stages or speeds of a motor to vary the fuel teed. V I

Another object is to employmeans con trolled byt'he throttle whereby this air bleed or air feed to the fuel passag'e is controlled according to the position of the throttle.

Another object is to feed this air to the fuel passage at certain intermediate speeds in a manner tolean the mixture developed in the main carbureting passage, which is desirable for economy, and laterfat higher speeds, comprising the highest, vary this air feed, whereby the aforesaid developed mixture is comparatively richer, and, of a richness desirable for full power or the motor.

Another object is to employ simple mechanisin whereby these results are accomplished in a positive and reliable mannen'and which 1 can be applied to various types of carburetors,

without materially departing from their structure.

Other and further objects and advantages of the invention will be hereinafter set forth and the novel featuresthereot definedby the appended claims.

1n the drawings,

Figure 1 is a side elevation oi a carburetor embodying my invention;

Figure 2 is a vertical sectional view of Figure 1; V

igure 3 is a horizontal sectional view tal en on the line 83 of Figure 1;

igure i is'a sectional view 01" a modified construction taken on the same line as Figure 3 showin an automatic valve operated by suction for controlling tne supply of air to the carburetor from the auxiliary resei-- voir;

Figure 5 is a diagran'nnatical view showing an air inlet which is a. common inlet for both the auxiliary reservoir and the by-pass. air passage or air shunt passage, when control valve is open, the auxiliary reservoir is S'LlbjQiiGCl to vacuum from the shunt passage, which retards the air flow intothe auxiliary reservoir;

Figure 6 is a diagrammatical view in which the throttle valve is partially open and control valve about to open which would be the condition at a high intermediate speed, the control valve being wide open when the throttle is wide open;

Figure 7 is a diagranimatical view with a modified main carbureting passage, the walls being parallel instead of a Venturi form;

Figure 8 is a diagrammatical view showing a modification whereby the shunt passage itself may be bled by admitting air thereto between the control valve and the main carbureting passage;

Figure 9 is a diagrannnaticalview showing a modification of control over the flow in the bypass or shunt passage, the control being in the to in oi a ball valve opened by suction oi: the main carbureting passage; and

. rte idi 'ardly within the carburetor .l tube 3 is the fuel nozzle '1', which has at ts upper end the restricted discharge opening 8, The lower end of the fuel nozzle 7 is in communication with the horizontal passage 9 which is. in communiinto the v cation with the float valve chamber by the restricted opening 11. This opening is controlled by the usual needle valve 12 whereby the amount of fuel may be regulated.

The upper end of the float chamber 10 has a nipple 13 to which is connected the fuel supply pipe and whereby the float chamber is supp ied with fuel. The opening 14 in the nipple is controlled by the float valve 15 operated by the float 16 and whereby a maintained fuel level is provided for, in the fuel reservoir 10.

The fuel passage 9 leading from the float chamber 10 to the fuel nozzle 7 is connected with an auxiliary fuel reservoir 17 which extends u ward and is closed at its upper end. Extending through the upper en of said chamber 17 is a fuel tube 18 which has its lower end extending slightly into the passage 9 as fully shown in Figure 2 of the draw- The upper end of this fuel tube 18 extends into the passage 19 in the offset or nipple 20 at the upper end of the carburetor and has the restricted discharge opening 21 at its upper end. The passage 19 communicates at its upper end with the chamber 22 which is horizontally arranged and has the restricted discharge opening 23 communicating with the mixing chamber 2.

The opening 23 is controlled by the needle valve 24 for regulating the flow of fuel fed to the mixing chamber. This opening 23 as shown is in a position to be above the throttle valve 4 when it is closed or nearly so, as is readily seen by dotted lines, Figure 2 of the drawings. Communicating with the passage 19 below the chamber 22 is a horizontal passage 25 which has its inner end communicating with the mixing chamber at a oint below the throttle valve 4 when it is c osed, as shown in dotted lines, Figure 2 of the drawings.

The auxiliary fuel chamber 17 has communicating therewith a passage 26 which extends obliquely downwardly and communicates with the opening 27 in the Venturi tube 3. The passage 26 is interrupted by the valve 28 having the passage 29 therethrough and by means of which communication is formed between the upper end of the auxiliary fuel chamber 17 and the interior of the carburetor at a point adjacent the lower end of the Venturi tube. The upper end of the auxiliary fuel chamber is provided with a screw-threaded opening 29' which has a removable plug 30 screwed therein and having an opening 31 arranged therein so as to supply air to the upper end of the reservoir.

By having the plug 30 removable, itwill be understood that plugs with different size openings can be used to vary the amount of air supplied to the auxiliary reservoir. The said opening as shown is above the upper end of the fuel nozzle 7 and therefore above the fuel level in the chamber, as the float valve maintains a level below the upper end of the fuel tube whereby fuel can not pass out of said openings, as is readily understood by those skilled in the art.

The throttle lever 32 is mounted upon the shaft 33 of the throttle 4 and is provided with the member 34 integral therewith and adapt' ed to engage the stop 35 carried by the side of the carburetor. The throttle lever 32 is also provided with an integral arm 36 which carries a screw 37 which is adjustable in said arm and adapted to engage said stop and limit the movement of the throttle lever when the throttle is closed and the engine is idling, the idling s eed being controlled by adjusting the screw 3 Connected to the throttle lever 32 is a link 38 which extends down and is pivotally connected to the arm 39 at 40 carried by the valve 28. The arm 39 is split as indicated at 41 and adjustably held on the valve by the screw bolt 42 and the valve 28 is provided with a slot 43 for the reception of a screw driver, whereb the relation of the valve 28 and arm 39 can o varied as may be necessary in some instances for initial adjustment on different motors so that the valve 28 will be open at the proper time in respect to the opening of the throttle.

In Figure 4 I have shown a modified form of the valve 28 in which said valve is automatically controlled b carburetor pressure to control the flow of air throu h the passage 26 leading from the upper emf of the auxiliary fuel chamber. In this form a valve 44 traverses said passage 26 for closing the same and has its end extending into the chamber 45 and provided with a piston 46 against which the s rin 47 bears and normally holds the valve c oseg when the throttle is closed and the pressure of the spring is varied by the screw 48.

Communicating with the chamber 45 beyond the piston is a passa e 49 which leads out and communicates wit the opening 50 in the Venturi tube 3. By this structure it will be seen as the throttle 4 opens and the suction increases, a suction is created in the chamber 45 pulling on the piston 46. This takes place until the suction is greater than the ressure of the spring 47 and the valve gra ually opens until the valve is wide open when the throttle is Wide open, thus supplying a certain amount of auxiliar air from said auxiliary reservoir to the car uretor adjacent the lower end of the Venturi tube increasing the vacuum in the auxiliary reservoir.

The operation of the carburetor is as follows. When the motor is idling, the throttle valve 4 would be in the position shown in dotted lines, Figure 2, or just below the openmg 23 and above the opening 25. Thus there would be a suction through said opening 23, which would draw fuel through the opening 21 in the fuel tube 18 and at the same time air would be drawn through the passageor opening 25 and mix with the fuel just above the opening 21, the mixture discharging into the mixing chamber 2 through the openin' 23 and there would also be a small fiow of air around the throttle to form a combustible mixture.

Upon a further opening of the throttle the. same passes below the passage 25, whereupon the flow therethrough will be reversed. That is, instead of air passing into the passage 25 fuel is drawn through the same from the fuel tube 18 and discharged into the mixing chamher 2, and sufficient air is drawn in around the throttle to make a perfect mixture.

It is understood that during the idling of the motor there is no, or very little, fuel flowing from the nozzle 7. This is also true when the throttle is open so it passes below the passage 25.

Owing to the regulation of the valve 12, the amount of fuel fed from the reservoir will be limited and the suction will finally draw the fuel from the reservoir 17 through the nozzle 7 and it having no means of replenishment, the level in the auxiliary reservoir will drop and said reservoir will finally be empty. When this takes place, air will pass through the opening 31 and enter fuel passage 9 and be discharged with the fuel from the nozzle 7.

When it is desired to vary this air feed to there to the passage 9 as the .valve 28 is closed during these speeds. At the higher speeds the valve 28 begins to open, and at wide open throttle and during the partial or full opening of valve 28, a portion of the air that enters the auxiliary reservoir 17 is shunted directly to the mixing chamber and does not enter fuel passage 9. This, therefore, causes the mixture to be relatively richer at the higher speed, increasing the vacuumv in the auxiliary reservoir from what, it otherwise would be. 1

As, for example, I may want 100% or all air feed. into reservoir 17 at certain intermediate speeds to enter passage 9, in this case, the valve 28 would be closed, then at higher speeds and wide open throttle I only desire a 25% air feed to 9, which is accomplished by the valve 28 being open and about 75% of the air is shunted through the passage 26 directly into the mixing chamber.

By changing the plug 30, the amount of air fed to the auxiliary reservoir 17 can'be varied. The time of opening the valve 28 in respect to the opening of the throttle can be changed by the adjustment of the arm 39 on the valve as heretofore described, so that the amount of air shunted at diflerent times in respect to the position of the throttle can be changed.

In Figure 5 of the drawing I have shown the air inlet 48 which is a common inlet for both auxiliary reservoir 17 and the by-pass air passage or air shunt passage so constructed that when the control valve 28 is opened, the auxiliary reservoir air inlet is subjected to a vacuum in the shunt passage which retards the air flow into the auxiliary reservoir.

In Figure 6 I show a construction whereby when the throttle valve is partly opened, the valve 28 is about to open which would be the condition at high intermediate speed, the valve 28 being so positioned that it would be wide open when the throttle is wide open.

In Figure 7 I show a modification illustrating a carburetor with the walls of its carbureting passage parallel instead of being restricted to form a venturi.

In Figure 8 I illustrate another modification whereby the shunt passage 55itself may be bled by admitting air thereto between the control valve 28 and the main carbureting passage by air valve 56.

In Figure 9 another modified form is illustrated of a control over the flow in the bypass or shunt passage, the control being in the form of a ball valve 57 opened by the suction of the main carbureting passage.

It may be stated briefly and simply that the principal function is controlling or varying this air bleed, and that the method is equivalent to changing the air inlet port 31 to reservoir 17 for different speeds, using a smaller port at the higher speeds than at the certain intermediate speeds, but without changing the size of this port by valve means or otherwise.

WVhat I claim is 1. A carburetor having a carbureting passage provided with a throttle valve controlling the outlet thereof, a fuel reservoir, a main fuel nozzle in said carbureting passage, a fuel passage leading from said reservoir to said nozzle, an auxiliary reservoir in communication with said fuel passage and having an atmospheric inlet, an air passage lead' ing from said auxiliary reservoir to said carbureting passage through which only air passes, a valve in said air passage and means operated by the throttle valve for operating said valve for controlling the passage of air therethrough to decrease the atmospheric pressure. in said auxiliary reservoir and to feed uncarbureted air to said carbureting passage at certain speeds of the engine.

2. carburetor comprising a body having a carbureting passage provided with an air inlet, a throttle valve mounted in said passage, a fuel nozzle disposed in said carbureting passage, a constant level fuel feed reservoir, a fuel passage leading from said reservoir to said fuel nozzle and having a restricted inlet, an auxiliary reservoir in communication with said fuel passage having an atmospheric inlet, an air passage leading from said auxiliary reservoir to said carbureting passage so arranged that it supplies no carbureted air at any speed of the engine, a valve in said air passage having a connection with said throttle valve, said air passage being adapted to decrease the atmospheric pressure in said auxiliary reservoir and to allow air from said reservoir to be supplied to the fuel passage at other speeds of the engine.

3. A carburetor having a carbureting passage provided with a throttle valve controlling the outlet thereof, a constantlevel fuel reservoir, a main fuel nozzle in said carbureting passage, a fuel passage leading from said reservoir to said nozzle, an auxiliary reservoir in communication with said fuel passage having an atmospheric inlet, an air passage leading from said auxiharv reservoir to said carbureting passage through which only air passes and means controlled by the position of the throttle for controlling the passage of air therethrough.

4. A carburetor having a carbureting passage provided with a throttle valve controlling the outlet thereof, a constant level fuel reservoir, a main fuel nozzle in said carbureting passage, a fuel passage leading from said reservoir to said nozzle having means for restricting the supply from said reservoir to said fuel passage, an auxiliary reservoir in communication with said fuel passage and in which fuel is adapted to accumulate, said auxiliary fuel reservolr havin an atmospheric inlet, means for feeding fue from said auxiliary reservoir to said carbureting passage at a point adjacent the throttle valve, an air passage leading from said auxiliary reservoir to said carbureting passage through which only air passes, a valve controlling the passage of air through said air passage and a connection between said valve and said throttle valve for closing said air passage from said auxiliary reservoir to said carbureting passage when the throttle valve is moved into closed position.

5. A carburetor comprising a carbureting passage, a throttle valve therein, a fuel nozzle therein, a fuel passage for said nozzle, an auxiliary fuel reservoir in communication with said fuel passage and supplied with fuel therefrom, said auxiliary fuel reservoir having an atmospheric inlet, a passage leading from said reservoir to the carbureting passage for supplying fuel to said carbureting passage when the motor is at low speed, said auxiliary reservoir being constructed to have the fuel exhausted therefrom at high speed of the motor and to supply air to the fuel passage leading to the nozzle for emulsifyin the fuel before it leaves the fuel nozzle an a valve controlled passage extending from the auxiliary reservoir to the carbureting passage through which only air passes for modifying the flow of air supplied to said carbureting passage.

6. A carburetor comprising a carburetin passage, a fuel nozzle, a throttle valve, a fue passage leading to said nozzle, an auxiliary fuel reservoir in communication with said fuel passage, a tube leading from the fuel passage up through the reservoir and discharging fuel into the carbureting passage adjacent the throttle valve when the motor is at low or idle speed, said auxiliary fuel reservoir having an atmospheric inlet, an air passage leading from said auxiliary reservoir to said carbureting passage whereby when the motor is at intermediate speed the fuel is exhausted from the reservoir and the reservoir supplies air to the fuel passage, said air passage being adapted to draw the greater portion of air from the reservoir to the carbureting passage at high speed.

7. A carburetor comprising a carbureting passage having a main air inlet and a throttle controlled outlet, a constant level reservoir, a fuel nozzle, a fuel passage leading from said reservoir to said fuel nozzle, means for controlling the supply of fuel at its source for said passage, an auxiliary reservoir in communication with said fuel passage, means for discharging fuel into said carbureting passage from said auxiliary reservoir at low speed, said auxiliary reservoir bein provided with an atmospheric inlet, an air passage leading from said auxiliary reservoir to saidcarbureting passage through which only air passes, means controlled by the movement of the throttle valve controlling the passage of air through said air passage to increase the richness of the fuel mixture delivered from said nozzle.

8. A carburetor having a carbureting passage provided with a main fuel nozzle and a throttle valve, a fuel passage for supplying fuel to said nozzle, a reservoir havin a restricted outlet for feeding fuel to said fuel passage, an auxiliary reservoir in communication with said fuel passage, said auxiliary reservolr havin an atmospheric inlet, ah air passage lea ing from said auxiliary reservolr to said carbureting passage and through which only air passes, a valve in sa d air passage, and a connection between sald valve and said throttle valve for regulating the pressure in said auxiliary reservoir.

9. A carburetor comprising a carbureting passage having a throttle valve controlling the outlet thereof, a constant level fuel reservo r, a fuel passage leading from said reservoir, means for controlling the supply of ioo fuel from said reservoir to said passage, a fuel nozzle in communication with said fuel passage, an auxiliary reservoir in communication with said fuel passage having an atmospheric inlet and provided with an air passage leading to said carbureting passage and through which only air passes, a rotary valve in said air passage and a link connection between said rotary valve and said throttle valve for opening said air passage when said throttle valve is moved into open 7 position.

10. In a carburetor, the combination with a carbureting passage having a throttle valve and an air inlet, a main fuel reservoir, an auxiliary fuel reservoir in communication therewith having two passages in communication with said carbureting passage, one of said passages being adapted to feed fuel from said reservoir to said carbureting passage adjacent the throttle valve and the other passage being adapted to allow air to be drawn from said auxiliary reservoir to said carbureting passage and means operated by said throttle valve for varying the suction through said last-mentioned passage to vary the pressure in said auxiliary reservoir.

11. A carburetor having a carbureting passage provided with a throttle valve for controlling the outlet thereof, a main fuel nozzle, a constant level fuel reservoir having a fuel passage for feeding fuel to said nozzle, means for restricting the feed of fuel at the source of supply, an auxiliary fuel reservoir in communication with said fuel passage and having means for feeding fuel into the carbureting passage adjacent the throttle, said auxiliary reservoir being provided with an air inlet, an air passage extending from said auxiliary reservoir to the carbureting passage and through which only air is adapted to pass, means controlled by the position of the throttle valve for controlling the passage of air through said last mentioned passage for controlling the pressure within said auxiliary reservoir.

12. A carburetor comprising a carbureting passage having a throttle valve and a main fuel nozzle, a constant level reservoir, a fuel passage leading from said reservoir to said nozzle, an auxiliary reservoir in communication with said fuel passage having an air inlet, means for feeding fuel from said auxiliary reservoir to said carbureting passage, an air passage extending from said auxiliary reservoir to said carbureting passage and means controlled by the position of the throttle valve for controlling the passage of air through said air passage for varying the pressure within said auxiliary reservoir.

18. In a carburetor having a carbureting passage provided with a throttle valve controlling the outlet thereof, a constant level fuel reservoir, a main fuel passage leading from said reservoir and adapted to deliver fuel into said carbureting passage, an auxiliary reservoir in communication with said main fuel passage into which fuel is adapted to flow by gravity, said auxiliary fuel reservoir having an atmospheric inlet, an air passage leading from said auxiliary reservoir to said carbureting passage through which only air is adapted to pass when the throttle valve is in substantially open position, a valve for controlling the passage of air through said air passage and means for operating said valve by the movement of the throttle valve for controlling the passage of air from said auxiliary reservoir to said carbureting passage as the throttle valve is moved from closed to open position.

In testimony whereof I hereunto aflix my signature.

FRANK H. HEITGER. 

